Car-brake



(No Mdel.)

J. W. BENSON, B. P. HUDSON 8v S. SMITH.

GAR BRAKE.

Patented Deo.19, 1882.

TNV MTBF@- .WITNEEEEE UNITED STATES i PATENT OEEICE.

JOHN YV. HENSON, BENJAMIN F. HUDSON, ANI) SYDNEY SMITH, OF DALLAS, TEXAS.

CAR-BRAKE.

SPECIFICATION formingpart of Letters Patent No. 269,287, dated December 19, 1882.

Application filed September 27, 1882.

To all whom it may concern:

Be it known that we, JOHN WESLEY HEN- soN, BENJAMTN FRANKLIN HUDSON, and SYD- NEi SMITH, of Dallas,in the county of Dallas, in the State of Texas, have invented new and useful Improvements in Oar-Brakes, ot' which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention consists in a novel combination andy arrangement of certain mechanical ap.- pliances by means of which the brakes of a railway-car are automatically operated by the pushing and pulling action of the draw-head, and which are applicable to any ordinary system of brake-levers and without interfering with the operation ofthe ordinary hand-brake, all as hereinafter more fully explained, and specifically set forth in the claims.

In the annexed drawings, Figure 1 is a 1ongitudinal section of a car provided with my invention. Fig. 2 isan inverted plan view of the same, and Fig. 3 is an enlarged top view of the leverswhich throw the friction-wheel off the axle of the car-truck.

Similar letters of reference indicate corresponding parts.

S S represent the brake-shoes of the common construction, and suspended from the body of the carin the ordinary manner. To one of said shoes is connected an upward-projectin g lever, H, from the extremity of which a rod, b, is extended to the hand-brake R, also in the usual manner. A rod, G, connected to the center of the lever H and to the cross-bar of the other brake-shoe, serves as a fulcrum on said lever, and causes the brake-shoes to synchronously grip and release the wheels by the operation of the lever H.

To the truck-frame, at the opposite end of the car, is rigidly attached a horizontal frame, E, on which another frame, d, is hinged to vibrate vertically, and on this latter frame is pivoted a friction-wheel, C, the periphery of which is -directly over the periphery of the axle f of the truck. By means of a spring, m, connected to the car-body and to au end extension, d', of the frame d, the friction-wheel is held in contact with the axle f. At the op- (No model.)

posite end of the frame d an elbow or hell-A crank lever, K, is hinged on the fixed frame E, one arm of the lever K reaching under the end ofthe vibratory frame d and the other arm of said lever projecting upward and being connected with a horizontal lever, B, pivoted on an arm, h, rigidly attached to the trucloframe. The two ends of the lever B are connected respectively with the draw-heads A at opposite ends of the car by rods a a, having a limited sliding movement on the lever B, said connection being so arranged as to allow the rod a to slide sufficiently on the lever B to relieve the same of the thrust incident to the collision of the draw-heads of two meeting cars,aud to cause the rod a to draw on the end of the lever B when the draw-head' is drawn out. The aforesaidl draft causes the leverB to swing the upper end of the lever K so as to compel the lower end thereof to lift the frame d, and thereby throw the friction-wheel C oif the axlef.

Upon the axle of the friction-Wheel O is wound a chain, F, which is connected with the upper end of the brake'lever H by a rod, F. When the draw-head A is relieved ofthe draft and the coupling of the car is slack, then the strain of the spring` m-on the extension d of the framed throws the friction-wheel C onto the axle f, and by the frictional hold of the same compels the friction-wheel to wind up the chain F. The draft of said chain on the rod Fl throws the brake-shoes S upon the wheels by the medium of the brake-levers H G. When next the car is drawn inthe same direction in which it was running before applying the brakes, then the rods a a pull on the ends of the lever B, and this causes the lever K to lift the frame d, and thus throw the friction-wheel C off the axle j'. So soonias this is effected a spring,

e, connected to the truck at the opposite end of the car and to the brake-lever H, draws out the chain of' the released friction-wheel and simultaneously throws the brake-shoes off the wheels. From the frame d rises another frame, r1.2,on which is journaled asupplemental friction-wheel, D, the periphery ot' which is in contact with the axle or hub of the friction-wheel C and partakes motion from the same. Upon the axle of the supplemental friction-wheel is wound a chain, a, which by a rod, J, is connected with the lower end ot' the lever I, pivoted vertically ou the truck-frame.

Io the upper end of the lever I is connected a horizontal bar, N, which is of such length as to abut with its fi ee end against theside lever, B, when the draw-heads are slack and the brakes applied in the manner hereinbefore described, said har N being drawn into the aforesaid position and is so retained by the winding up of the chain n on the axle of the friction-Wheel D and the resultant-draft on the lower end of the lever I.

Around the barN is wound a spiral spring, s, which has one end attached to said bar about three inches from the end thereof, the opposite 0nd of said spring resting against a bracket, t, which is attached to the truckframe and supports the bar N. rIhe aforesaid letraction of said bar thus causes the spring s to become compressed. The function of the supplemental friction-wheel D and its described connection with the bar N is to release the brake when the car is moved backward. The moment the truck-wheel receives a backward motion the friction-wheel C looses its hold on the axle j' thereof', and thus releases the frictioirwheel D and allows the same to unwind the chain u and relieve the bar N from the restraint of said chain. The liberated bar N is then pushed forward by the springs s, and thus caused to push the lever B, so as to compel thelever K to lift theframe d. d cl2, and thereby throw the friction-wheel C off the car-axle j'.

Immediately back of the lever B is arranged a tripping-lever, L, in the form ot' an oscillatory rod supported ou the rigid arm 71 and having cranked ends, one of which is connected with one of the draw-rods a and the other passes under the bar N. A draft on the aforesaid rod a turns the tripping leverL and causes the crank of the opposite. end thereof to knock the bar N off the lever B. This releases the lever K and allows the spring m to draw the frame d d. d2 downward, and thereby throw the friction-wheel C in contact with the axle of the car-wheels, the resultant rotation of the friction-wheel winding up the chain F, and thereby applying the brake in the manner herein before described.

It is obvious that our automatic brake is susceptible of many modifications in its detail construction, and we therefore do not limit ourselves to the specific construction and arrangement of parts shown in theanuexed drawings.

/Vhat we claim as new, and desire to secure by Letters Patent, is-

l. In combination with the draw-heads A aud the brake-levers H H Gr, the friction-wheel (l, hinged frame d, carrying said rod and chain F F, levers K and B, and rods a a, as shown and set forth.

2. In combination with the draw-heads A and brake-levers H H G, the hinged frame d, friction-wl'ieel C, pivoted thereon, and having its periphery in contact with the periphery of the car-axle, the spring 1n, the levers K B, rods a a., connecting thelever B with the drawheads, the chain wound upon the axle of the friction-wheel, the rod F', and spring c, all combined and constructed as shown.

3. In combination with the hinged frame d, friction-wheel C, levers K B, and their connection with the cross-bar, the supplemental triction-wheel l), chain and rod J, lever I, bar N, provided with spring s, Iand thetripping-lever L, all combined and operating as shown and set forth.

In testimony whereof we have hereunto signed our names and affixed our seals, in the presence of two attesting witnesses, at Dallas, in the county of Dallas, in the State of Texas, this 7th day of August, 1882.

JOHN WESLEY HENSON. BENJAMIN FRANKLIN HUDSON. SYDNEY SMITH.

NVititesses:

C. G. SMiTH, CLAUDE A. COUR.

lL. lL. [L. 

